Aeroplane.



M. A. DENINE.

AEROPLANE.

APPLIUATlON FILED FEBJ, 1914.

1 1 1 7,556. Patented Nov. 17, 1914.

2 SHEETS-SHEET 1.

gnvc-ntoz Q. J.9,41 A

M. A. DENINE.

AEROPLANE.

APPLICATION FILED 1"1;1s.7,w14v

Patented Nov. 17, 1914.

Z SHEETS SHEET 5.

ULNlTED filTAfllEld rnrrnnr orricn.

MARTIN AIDAN DENIITE, F SFOKANE.WASHINGTON, ASSIGNOR OI ONIE'FO'URTH TOALBERT L. FIL'ILLER, OI" SPOKANE, WI SHHJ'GTON.

AEROPLANE.

Application filed February 7, 1914,

1 b all whom it may onnczmi Be it known that I, MARTIN A. 'Dnnmn. acitizcn oi. the United States, residing at hpolcanc, in thc county offvpolcanc and State of Nashington, have inrcntcd certain now and usefulImprovements in Aeroplancs: and l do llcrcby dcclarc tho following to bea full, clear, and exact description oi the invention, such as willenable others skilled in the art to which it appcrtains to malcc and usethe same, reference being bad to the accompanying drawings. and to thelcttcrs and figures of rclcrcncc marked thcreon, which form a part ofthis spccilication.

This invention relates toncw and useful il'nprovcmcnts in acroplai'ics.the object in view hcing to proridc a dcrico which will be inherentlybalanced both forward. aft. and laterally, the inrli'ntioncon'toniplating aircralts either of tho nlonoplano or biplane type, andcomprises various details of corn struction and combinations andarrangcments of parts which will be hcrcina'ftcr fully dcscribcd, shownin the accompanying? drawings and then specifically defined in beappended claims.

My invention is illustrated in tho accompanying; drawings in whichFigure 1 is a top plan ricw of an ucroplane made in accordancc with myinvention. Fig, 2 is an cnlarn'cd dctail view of thc'nndcr surface ofour of the wings. oi" the aeroplane. Fig. 3 an and virw of one of thewinks, and l ig's. 4. Ti and l) arc views tnkon on lines 4, 5 and 3 ol lig'. 2.

Reference now bring, had to the details of the drawings by letter, A.dcsinnatcs tho body'of tho acroplanc which is made prnl' (Y'EiblfV ol'the shape illustrated with bluntly tapering forward end where thopropclh-IM (l mountcd upon a shaft C adaptcd to bo driven by suitablomotor power. The opposite, more acutely rapt-ring rcar and is providedwith a, latoral starring rudder N and tho horizontally (lisposcd tailpiece 0 having control flaps l), l) which arc adapted to be connected.by tho cmitrolling wires D which extend to av location :ulhiccnt to thoopcratorojf the craft.

B, B (llQS'lfXI'HLlK! Wings. .euiital'ily braced and reinforced by moansof the wires lVwhich arc fastened to tho ribs of thc wings and also tosaid body portion 01": the craft. laid Wings to:nrinato in flexible tipsor ail rons Specification of Letters Patent.

" Faces cant back toward the atcntod Nov. 17, 1 914. Scria1Nui817297.

E adapted to ho connected by wires E to a warping lcrcr upon the bodyportion of tho apparatus and adapted to be controlled hv hand,allowing]: the tips each to warp in onc dircction. 'lhcsc tips areplaced at a nonlil'ting angle. or at a negative angle of from 1 to 3.Said wings are made profcrably ol' the particular shape and curvatureshown in order that the surfaces may have the greatest amount oflateral. and fore and aft stability with a minimum amount of drift andloss of lift.

Upon retorcnoc to Fig. 1 of the drawings,

it will be notcd that the wings from theirpoint of conncctimi to thebody portion at l are d sposcd at an 'lnclinatimi thorcto; be- !ngslightly canted forward to the point G for substantially 1/3 the spreadof the wings from the body, the cunt forward being anywhere from (1inches to 2 feet according to the spread of the wings. In the apparatusillustratcil. tho cant forward is suliistantially 1 foot and from thepoints G to H the main surfaces cant backward toward the tail, the cuntbackward being from 9 inches to 3 feet according to the spread of theWings, in thc prcsont craft the cant being substantially 1 foot, 6inches. From the point H to the cxtrcmo tip of the wing the main surailand the tapering cdgc is preferably round off, making that part of thcwjng cantbacl: at a greater angle than the surface from G to H.

In tho main surfaces or wings the camber or curve of tlic ribs isincrcascd from the point G to the body and decreased from tho point G totho tips of the Wings. In tho machine ill uatratcd tho incroasc ofcurraturn is .5 inchcs per foot and the dccreaac is .35 inches par"Foot.

In an aeroplane, tho i min surfaces or wings of which cxtrnd on astraight lino from body to tip or from tip to tip of wing, the ccnter ofpressure advanccs toward tlufront or entering edge of tho Wing astinangle of the wing is increased during flight and tho ccntcr ofpressure recedes as that angle of the wing: is decreased during flightIn both instances the stability of the acro plane torn and aft isdestroyed for the acropiano bring balanced over the center of pressurehas a. tcmlcncy to further incrcaw it. angle of flight as the center ofpressuro moves forward, and the acroplunc stalls. dc creases speed andEither slides backward on Hill the center of wei the breeze.

its tail or makes a sudden dire forward, for on losing speed the liftreduced and the aeri' planix drops toward the earth. In flight theam'oplane b ing; balanced over the center of pre-sure. as the angle ofpr ure advances and the center of weight l'QITlfilllS constant, theforward advance of the center of pros are pushes up on that part f thewing, and {fill then being back of the center of pressure pulls o\\'ntl:at part of the wing and the angle ii. the wing being then abovenormal (he machin lo. speed and lift and drops. On a d4 of the angle or"the wing du; ins: flight the opposite eli'ect is the result and themachine di\ In the h iqn oi? win; oi my aeroplane. as" the angle ol thewing is increased during flight, the center of pressure retreats and thecenter of weight then being forward of the center of pres ure theaeroplane returns to its normal angle of (light. the angle of the wing;is (le -reused in flight. the center oi pressure adrai'ices and thecenter of weight then being back of the center of pressure the aeroplanereturns to its normal angle of flight.

It the aeroplane for any reason increases its angle of incidence duringflight, the surface from G to l is presented at a higher angle to theair entering that surface. The pressure near the body is increased onaccount of the ,deep camber there being presented at a higher angle thanduring normirl flight, and a deep camber lifts more at a high angle ofincidence than at a low angle if the same speed be maintained. At thesame time the air enteri at the point G sliding toward the point i andCOIIIPIO. 111g the air into the deep camber at F, thereby making highpre are point at-F and that ,high pressure point being bar. he center ofweight (near the point X or the line over which the aeroplane isbalanced fore and aft makes the aeroplane return to its normal angle offlight. At the same time the surface from G to the tipoi? the Wing ispresented ata higher angle of incidence to The pa '1 of the wing nearthe tiplias a very low camber. and a low or negative angle of incidence.and in normal flight is lifting very little weight. hen an increase ofair lo occurs the ti of the win; T J

is presented at a lifting angle to the breeze and that part of the. wingbeing back of the point i; and receiving a lining pressure where therelittle or none before, pushes up on that part of the wing. and returnsthe surface to its original position or normal angle of flight. Now Iclaim that the worlo ing of these two parts of the Wing in c0njunctionwith each other is an improvement over'either a wing extending on astraight line from body to tip or being only canted bacl: toward thetail from the body to the tip, for in an aeroplane Whose Wings are on ispresented to the breeze and advances slowly as a lower angle ispresented to the breeze during flight and consequently the rightingeffect is slow, but not only that a very large degree of head re istanceis set up on account of the air passing along the wing from the l)()( ybackward and to the tip, and on account. of it having to pass oven solarge an amountof surface a large amount of drag is created and anexpressive higbyas power plant has to be installed tov get up enoughspeed to stay in the an. On my in- Yenlion the air lea the wing on amore direct line toward the rear edge and consequently does not set upsuch a large amount oi? drag, and on account of the air reactingseparately on lwo parts of the wing instead oi only one a quicker returnto the normal angle of flight is assured and consequently less drag iscreated.

'lhe camber of the wing is increased from the point (i to the point F atthe body.-

'llie wing is attached to the body so that the highest part of thecamber ison a linewith thewidest part of the streamline body where itbegins to taper toward the tail K. The air entering the wing between thepoints from G to F flows toward the rear edge or" the wing and towardthe body. The part of the wing at the body is attached to the body sothat there can be no escape of air between the wing and the bod". Nowthen the. air flowing rearward and toward the body compresses the airenterin; nearer the point F into the highest art of the camber near thebody. The air on entering the wing between the points G to F seeks itseasiest way of escape 'l lUiil'tllQ wing and that way is toward thehighest camber of the wing at K. The air entering between the points Gand F and compressing itself into the highest part 0? the camber at thebodv creates a high pressure po nt there and the maximum amount of liftper square foot of surface.

So far the surtaee between G and F has only created a large amount oflift per square foot or surface. Now then, the air at high compressionseeks its easiest mode,

of exit from the wing, and that place of' exit is rearward and against.the part of the body where it tapers toward the rearr and. in taking;that mode of exit it presses against the tapering part of the body andon account of that pressure reacting against the body pushes itforwardiin the same manner is an apple seed with its tapering end towardthe palm of the hand, when pressed betwcen'the fingers, suddenly fliesforward. Therefore, I claim. that an increase of camber from the point(l to F helps the forward propulsion and increases the lift on that partof the wing and that less power is needed than on an aeroplane whosewings are on a straight line from the body to the tip or only cantbackward from the body to the tip, although either one may have anincrease of camber toward the body. In an aeroplane, the yvings of whichare on a straight line from body to tip and which has an, increase ofcamber toward the body, the only result obtained is a slight increase ofspeed on account of less head resistance, and a reduction of breakingstresses of the wing on account of there being lift on the wing as thetip of wing is approached, than there is near the body. The air flowsrearward and toward the tip of the wing and not rearward and toward thebody, therefore getting no compression and consequently less lift forthe amount of surface used. In an aeroplane, the wings of which cantbaclmard from the body to the tip, the slipping of the air from the bodyto the tip is greater and consequently less lift is obtained for a givenamount of surface and the only result obtained is a greater amount ofinherent stability both fore and aft and lateral.

An aeroplane having wings extending on a straight line laterally fromthe body to the tip has very little or no inherent lateral stability butan aeroplane, the wings of which cant backward toward the tail, has asmall or large amount of inherent stability accoriiling to the degree ofcant given them up to a certain degree when they become practicallyuseless as lifting members. The farther the wing is canted back towardthe tail the higher is its amount of inherent stability, but the fartherthey are canted back the less lift they have and a higher degree ot'dragis created, making an installation of higher power necessary and, onaccount oi the extra weight added, is a detriment to the machine. In anaeroplane, the wings of which slant back toward the tail. inhcr irntstability is obtained in the Following way -The air cnte'rii'lg the wingchanges its direction from a direct line toward the rear to a linetoward the rear edge of the tip. The air following the air which has alrly entered the wine? changes its direction b re ent ring the wing andthe consequent riirectii'm is toward the tip of the Therefore, a. streamof air is flowing from a point near the body to the tip A sudden gust ofair approaching the wing has to break down this stream of air before itcan strike the wing, and in doing so loses part of its force and alsoits direction and is turned toward the tip of the wing. \Vhen it doesstrike the wing, its direction is toward the tip and it spreads itselffrom the point at which it strikes toward the tip.

The gust of air has lost a part of its force in breaking down the streamof air flowing toward the tip and through changing its direction and theeffect on that wing is partially lost. N ow there is another action onthe wing besides the one just mentioned. This sudden gust or air onstriking the wing sets up a higher amount of resistance on that wing andthe wing is drifted slightly haclnvard, thereby ranting the wing back sothat the entering edge is presented at a larger degree of slant to theair than it was originally, and the result is loss of lift and arestoring of the aeroplane to its original position laterally, for anaeroplane surface lifts the most when its entering edge is square to thebreeze (according to past experiments). The action of the above mentioned' aeroplane is slow and its speed is low on account of the drag ofsuch a shaped wing, and an extra heavy gust of wind is liable to destroyits balance and the machine would be destroyed if some method of handbalancing was not employed. In my invention, I claim to have obtained ahigher degree of inherent lateral balance by the following method: .lhowing is canted forward from F to G and then backward from G to the tipof the wing. The air entering the wing flows in two directions, from Fto G toward the rear and toward the body and from G to the tip of thewing toward the rear and toward the tip. A stream of air is created nearthe front edge which flows from G toward the body and from G toward thetip in just the same manner as in the aeroplane whose wings only cantback from the body to the tip, but the difference is that the air isflowing toward the body at one part of the wing and toward the tip onthe other part of the wing instead of only toward the tip as in themachine whose wings only cant back from the body to the tip. The frontedge of each wing forms an open A with the opening toward the rear oneach side of the body and on account of the resistance they offer to theair entering them, act as two very narrow \!'shaped rudders with theirpoints toward the breeze. An excess of pressure and consequentresistance on either wing will have a tendency to cause a retreat of thewing receiving that pressure and. an advance of the Wing on the oppositeside.

A, sudden gust of air appri'laching the wing on either side of the bodypartially changes its direction before striking the wing. because saidgust of air is effected by the htl'tilllls' of air already banked up infront of the wine". in striking; the flow of air near the wing andchanging its direction the gust of air loses part of its force, but atthe same time slightly increases the speed of the air nearer the wing.This increase of speed effects the aeroplane wing and on account of itsincreased resistance drifts said Wing backward slightly so that by thetime the gust of air hits the Wing, the wing has already begun to driftbackward and it again loses part of its force. The gust of air-then onstriking the wing increases its lift and increases the speed of t e wingto" ward the rear. The result is that part of the Wing froni G to thetip is presented at a greater'degree of-slant to the breeze, as perdotted line and the resultant lift is less than at its normal angle.During the above operation, that part of the wing from F to preseion ofair on that pert of the wing is lessened and loss of lift is the resultfor. the Wing froini to jr 'lifts the most when it is presented at aslant forward for it then compresses the air ente 'ing thereon. Art thesame time the Wing on the opposite side is advanced and on account of aslightncrease of speed gains a small amount of lift, at the same time itpresents its entering edge from. G to the tip-ofthe wing at a straighterline to the breeze and from i to G 2a. er cant forward. The pressure onthe wing fr J. G to the tip is increased on account of it beingpresented at a better lifting angle and the compression is alsoincreased from F to for the air entering near Gr flows on a mor directline from G to F into the high camber and againsl the streamline body.this operation the aeroplane does not change its course of flightforward to any appreciable extentfor the resultant pressures on eachwing are nearly equal and the change from a high pressure on one wing toan equal pressure on the opposite wing is so rapidthat the aeroplanecannot change its course over a few degrees. Whatever change of coursedoes occur can be im-- mediately rectified by a warping of the flexibletips E which, being placed soifar back of the center of the weight andpres sure of the whole Wing, act merely as rudders to change the courseof the machine.

By the provision of the flexible tips,'when it is-desi red to turn thecraft to the left, the warping wheel or lever may be turned to the leftand which operation will cause the tip on the left side to raise andreceive a. pressure on top which passes downward and backward. 'Thatside is immediately lowered and is drawn backward and the wings, thencecanted backward the balance.

of the length of the spread of the wings, the camber increasing from theapex or fomvard portion of the Wing toward the body at a greater degreeper foot than the camber is decreased per foot from said apex to thetip, as set forth.

In testimony whereof I hereunto affix my signature in presence of twowitnesses.

MARTIN AIDAN DENINE.

l Vii-nesses: M

' FRANK HOWARD,

G. N. DENHAIYI.

